CN114312480B - Electrodynamic assembly with multiple battery cell system and mutually exclusive three-way contactor - Google Patents
Electrodynamic assembly with multiple battery cell system and mutually exclusive three-way contactor Download PDFInfo
- Publication number
- CN114312480B CN114312480B CN202110512608.2A CN202110512608A CN114312480B CN 114312480 B CN114312480 B CN 114312480B CN 202110512608 A CN202110512608 A CN 202110512608A CN 114312480 B CN114312480 B CN 114312480B
- Authority
- CN
- China
- Prior art keywords
- way
- battery
- battery pack
- contactor
- connection position
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000005520 electrodynamics Effects 0.000 title claims abstract description 8
- 230000004044 response Effects 0.000 claims abstract description 13
- 230000007704 transition Effects 0.000 claims description 12
- 230000008878 coupling Effects 0.000 claims description 9
- 238000010168 coupling process Methods 0.000 claims description 9
- 238000005859 coupling reaction Methods 0.000 claims description 9
- 230000006870 function Effects 0.000 description 9
- 230000008901 benefit Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000004146 energy storage Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 239000004065 semiconductor Substances 0.000 description 3
- 241000709691 Enterovirus E Species 0.000 description 2
- 241000156302 Porcine hemagglutinating encephalomyelitis virus Species 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 239000000470 constituent Substances 0.000 description 2
- 230000004927 fusion Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000004804 winding Methods 0.000 description 2
- HCHKCACWOHOZIP-UHFFFAOYSA-N Zinc Chemical compound [Zn] HCHKCACWOHOZIP-UHFFFAOYSA-N 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000003750 conditioning effect Effects 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 150000002500 ions Chemical class 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 229910052759 nickel Inorganic materials 0.000 description 1
- PXHVJJICTQNCMI-UHFFFAOYSA-N nickel Substances [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 description 1
- -1 nickel hydrogen Chemical class 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000012552 review Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000000758 substrate Substances 0.000 description 1
- 230000003319 supportive effect Effects 0.000 description 1
- 235000012431 wafers Nutrition 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 239000011701 zinc Substances 0.000 description 1
- 229910052725 zinc Inorganic materials 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/19—Switching between serial connection and parallel connection of battery modules
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
- H02J7/0014—Circuits for equalisation of charge between batteries
- H02J7/0019—Circuits for equalisation of charge between batteries using switched or multiplexed charge circuits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
- H02J7/0024—Parallel/serial switching of connection of batteries to charge or load circuit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
An electrodynamic assembly with a multi-cell battery system and mutually exclusive three-way contactors. A battery system for a motor vehicle or other system includes a voltage bus with positive and negative bus rails, and first and second battery packs. The battery pack is disposed between and connected to the rails. The high voltage switches are commonly configured to selectively interconnect the battery packs in either a series or parallel battery configuration. The switch includes a pair of mutually exclusive three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to respective series and parallel battery arrangements. The electric powertrain includes an electrical load connected to the battery system and a controller coupled to the switch. In response to the battery mode selection signal, the controller selectively switches the contactor from the series connection position to the parallel connection position, or vice versa. Motor vehicles include wheels, a body, and an electric powertrain.
Description
Technical Field
The present disclosure relates to electric powertrains of the type used for propulsion functions on battery electric vehicles ("BEVs"), hybrid electric vehicles ("HEVs"), and other high voltage mobile platforms. An electrodynamic assembly typically includes one or more multi-phase/alternating current ("AC") rotating electrical machines, which are composed of a winding stator and a magnetic rotor. The individual phase leads of the motor are connected to a power inverter, which in turn is connected to a direct current ("DC") voltage bus. When the electric machine is used as a traction motor, control of the ON/OFF switching state of the semiconductor switches located within the power inverter is used to generate an AC output voltage at a level suitable for energizing the electric machine. The energized phase windings ultimately produce a rotating magnetic field relative to the stator. The rotating stator magnetic field interacts with the rotor magnetic field to produce machine rotation and motor output torque.
Background
Multi-cell DC batteries form a core part of a Rechargeable Energy Storage System (RESS) on a modern BEV, HEV, or other mobile high voltage mobile platform. The battery connected to the DC voltage bus may be selectively charged by an off-board charging station. When the charging station generates a charging voltage having an AC waveform, an AC-DC converter located on a particular platform being charged converts the AC charging waveform into a DC waveform suitable for charging the constituent battery cells of the battery. Alternatively, a DC fast charge ("DCFC") station may be used as a relatively high power/high speed charging option.
Future electrodynamic assembly applications contemplate high power charging and high power propulsion of electrical loads. The higher voltage provides an opportunity to meet these power requirements without increasing current, which in turn enables the use of smaller components such as bus bars, cables, contactors, and the like. To meet the increasing demand for power demand, the onboard electrical system may be configured to switch its constituent battery packs between parallel and series arrangements as needed, for example, to accommodate higher DC fast charge voltages.
Disclosure of Invention
The electric powertrain disclosed herein includes a reconfigurable multi-battery cell system. Although the "multiple battery" in the example provided requires two battery packs, the present teachings can be extended to three or more battery packs in other embodiments. Size, weight, and other manufacturing and engineering considerations will limit the actual number of battery packs, and thus the exemplary two-battery pack configuration is intended to represent a practically viable configuration.
The plurality of battery packs may be connected in a parallel connection configuration ("P-configured") during a propulsion operation, and may be connected in a P-configured or series connection configuration ("S-configured") during a charging operation. For example, in a non-limiting example embodiment, the P configuration may provide a nominal 400V boost or charging operation, while the S configuration in such a configuration may optionally achieve a nominal 800V charging operation. The disclosed multi-battery structure also enables flexible use of DC quick charging stations for improved utilization of the available charging capacity of the charging station.
The powertrain described herein includes an electrical system having a plurality of battery packs that are selectively connectable in either an S-configured or a P-configured arrangement, as described above. In a simplified embodiment, the electrical system comprises two battery packs, i.e. separate first and second battery packs. Thus, the arrangement of the S configuration allows the charging operation to occur at twice the first voltage level. The solution allows to incorporate pairs of three-way/two-way car-level contactors into the circuit paths interconnecting the first and second battery packs, thus creating the possibility of mutually exclusive series and parallel connections.
That is, the three-way/two-way contactor has three electrical terminals: base terminals, series connection terminals, and parallel connection terminals, wherein the structure of the contactor ensures that the series and parallel connection terminals are not physically connected to each other. That is, even in the event of a fused contactor failure mode at one of the electrical terminals (e.g., the series connection terminal), it remains physically impossible to connect to the other electrical terminal (in this case, the parallel connection terminal). In addition to the resulting reduction in possible electrical failure modes, the present solution allows a single three-way/two-way contactor in each of the battery packs to perform the function of a two-way/two-way contactor pair, thereby reducing part count and minimizing circuit control complexity.
In a non-limiting exemplary embodiment, a battery system includes a voltage bus having positive and negative bus rails, and first and second battery packs. The battery pack is disposed between and connected to the positive and negative bus rails. The battery system includes a plurality of switches that are collectively configured to selectively interconnect the battery packs in a series or parallel battery arrangement (i.e., the S-configured and P-configured arrangements described above). The switch includes a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the series battery arrangement and the parallel battery arrangement, respectively.
The pair of three-way/two-way contactors may include a first three-way/two-way contactor disposed between the first battery pack and the negative bus rail, and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail. When the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively, the electrical terminal of the first three-way/two-way contactor may be connected to or disconnected from the electrical terminal of the corresponding second three-way/two-way contactor.
In some embodiments, a charging coupler may be used to connect the battery system to an off-board charging station during a predetermined quick charge event. In such embodiments, the switch may include a two-way/two-way precharge switch disposed between the first battery pack and the positive bus rail, a first two-way/two-way switch disposed in parallel with the precharge switch, and a second two-way/two-way switch disposed between the first battery pack and the charging coupling.
The switch may further include an additional precharge switch disposed between the second battery pack and the positive bus rail, a third two-way/two-way switch disposed in parallel with the second three-way/two-way contactor, and a fourth two-way/two-way switch disposed between the second battery pack and the negative bus rail.
Including three-way/two-way contactor pairs, the battery system may include a total of eight switches.
The controller may be coupled to the switch and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position, or vice versa, in response to a battery mode selection signal.
In a non-limiting embodiment, the first and second battery packs each have a corresponding voltage of about 400-500V or higher, such that the battery system in the P configuration has a voltage capacity of about 800-1000V or higher. Other voltages are contemplated herein, and thus the 400V/800V example is intended to illustrate only one possible advantageous configuration suitable for use in, for example, vehicle powertrain operation.
In this regard, an electromotive force assembly having an electrical load, a battery system, and a controller is also disclosed herein. The controller is coupled to the switch and configured to selectively transition the pair of three-way/two-way contactors from a series connection position to a parallel connection position, or vice versa, in response to a battery mode selection signal.
Also disclosed herein is a motor vehicle having wheels coupled to a body of the motor vehicle, an electrical load, a battery system, and a controller. In this particular embodiment, the electrical load may include a Power Inverter Module (PIM) and a multi-phase motor connected to one or more of the PIM and the wheels. A battery system connectable to an electrical load includes a charging coupler configured to connect to an off-board charging station during a DC quick charge event, a DC voltage bus having a positive bus rail and a negative bus rail, first and second battery packs, and the above-described switch, including a pair of three-way/two-way contactors each having a series connection position and a parallel connection position that each drive a multiphase motor. The controller is coupled to the switch and configured to selectively transition the pair of three-way/two-way contactors from a series connection position to a parallel connection position, or vice versa, in response to a battery mode selection signal.
The above summary is not intended to represent each embodiment or aspect of the present disclosure. Rather, the foregoing summary section illustrates certain novel aspects and features set forth herein. The foregoing and other features and advantages of the present disclosure will become apparent from the following detailed description of representative embodiments and modes for carrying out the present disclosure when taken in connection with the accompanying drawings and appended claims.
The invention also provides the following technical scheme:
1. a battery system, comprising:
a voltage bus having a positive bus rail and a negative bus rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are arranged between and connected to the positive bus rail and the negative bus rail; and
a plurality of switches collectively configured to selectively interconnect the first and second battery packs in either a series battery configuration (S configuration) or a parallel battery configuration (P configuration), wherein the plurality of switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the S configuration and the P configuration, respectively.
2. The battery system according to claim 1, wherein the pair of three-way/two-way contactors includes a first three-way/two-way contactor disposed between the first battery pack and the negative bus rail and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail.
3. The battery system according to claim 2, wherein when the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively, the electrical terminal of the first three-way/two-way contactor is connected to or disconnected from the electrical terminal of the corresponding second three-way/two-way contactor.
4. The battery system of claim 1, further comprising a Direct Current (DC) charging coupler configured to connect the battery system to an off-board DC quick charge station during a predetermined DC quick charge event.
5. The battery system of claim 4, wherein the plurality of switches includes a two-way/two-way precharge switch disposed between the first battery pack and the positive bus rail, a first two-way/two-way switch disposed in parallel with the precharge switch, and a second two-way/two-way switch disposed between the first battery pack and the DC charging coupler.
6. The battery system of claim 5, wherein the plurality of switches includes an additional precharge switch disposed between the second battery pack and the positive bus rail, a third two-way/two-way switch disposed in parallel with the second three-way/two-way contactor, and a fourth two-way/two-way switch disposed between the second battery pack and the negative bus rail.
7. The battery system according to claim 1, wherein the plurality of switches includes a total of eight of the switches including the pair of the three-way/two-way contactors.
8. The battery system of claim 1, further comprising a controller coupled to the switch and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position, or vice versa, in response to a battery mode selection signal.
9. The battery system of claim 1, wherein the first battery pack and the second battery pack each have a corresponding battery pack voltage of at least about 400-500V, such that the battery system in the S configuration has a voltage capacity of about 800-1000V or higher.
10. An electrodynamic assembly, comprising:
an electrical load;
a battery system is provided with:
a voltage bus including a positive bus rail and a negative bus rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are each disposed between and connected to the positive bus rail and the negative bus rail; and
a plurality of switches collectively configured to selectively interconnect the first and second battery packs in either a series battery configuration (S configuration) or a parallel battery configuration (P configuration), wherein the switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the S configuration and the P configuration, respectively; and
A controller coupled to the plurality of switches and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position, or vice versa, in response to a battery mode selection signal.
11. The electric powertrain of claim 10, wherein the electrical load includes at least one power inverter module and a corresponding rotating electrical machine connected thereto.
12. The electric powertrain of claim 11, wherein the at least one PIM includes a first PIM and a second PIM, and the corresponding multi-phase motor includes a first motor connected to the first PIM and a second motor connected to the second PIM.
13. The electric powertrain of claim 10, wherein the pair of three-way/two-way contactors includes a first three-way/two-way contactor disposed between the first battery pack and the negative bus rail, and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail.
14. The electric powertrain of claim 10, wherein when the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively, the electrical terminal of the first three-way/two-way contactor is connected to or disconnected from the electrical terminal of the corresponding second three-way/two-way contactor.
15. The electric powertrain of claim 10, further comprising a charging coupler configured to connect the battery system to an off-board charging station during a DC rapid charging event.
16. The electric powertrain of claim 15, wherein the plurality of switches includes a first precharge switch disposed between the first battery pack and the positive bus rail, a first switch disposed in parallel with the first precharge switch, and a second switch disposed between the first battery pack and the DC charging coupler.
17. The electric powertrain of claim 16, wherein the plurality of switches includes a second pre-charge switch disposed between the second battery pack and the positive bus rail, a third switch disposed in parallel with the second three-way/two-way contactor, and a fourth switch disposed between the second battery pack and the negative bus rail.
18. The electric powertrain of claim 10, wherein the plurality of switches includes a total of eight switches including the pair of three-way/two-way contactors.
19. A motor vehicle, comprising:
a vehicle body;
a set of wheels coupled to the body;
An electrical load comprising a Power Inverter Module (PIM) and a multi-phase motor connected to one or more of the PIM and the wheels;
a multi-battery cell system connectable to the electrical load, comprising:
a DC charging coupler configured to connect to an off-board DC quick charging station during a DC quick charging event;
a DC voltage bus having a positive bus rail and a negative bus rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are arranged between the positive bus rail and the negative bus rail; and
a plurality of switches configured to selectively interconnect the first and second battery packs to or from the electrical load in a series battery configuration (S configuration) or a parallel battery configuration (P configuration), wherein the plurality of switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the S configuration and the P configuration, respectively; and
a controller coupled to the plurality of switches and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position, or vice versa, in response to a battery mode selection signal.
20. The motor vehicle according to claim 19, wherein the pair of three-way/two-way contactors includes a first three-way/two-way contactor disposed between the first battery pack and the negative bus rail, and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail, and wherein respective electrical terminals of the first three-way/two-way contactor and the second three-way/two-way contactor are connected to each other or disconnected from each other when the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively.
Drawings
FIG. 1 is a schematic diagram of a motor vehicle operating for direct current fast charge, wherein the motor vehicle has a high voltage multi-battery cell system and three-way/two-way contactors, as described herein, that provide mutually exclusive series and parallel battery arrangement connections.
Fig. 2 is a schematic flow chart depicting a controller of the motor vehicle of fig. 1 in communication with a DC quick charging station and an electric powertrain of the motor vehicle.
Fig. 3 is a schematic plan view of a representative three-way/two-way contactor according to the present disclosure.
Fig. 4 is a schematic perspective view of the three-way/two-way contactor shown in fig. 4.
Fig. 5 and 6 are schematic eight-switch and nine-switch circuit diagrams for implementing portions of an electric propulsion system that may be used as part of the motor vehicle of fig. 1.
Fig. 7 is a truth table depicting the ON/OFF states of the various switches shown in fig. 4.
The present disclosure is susceptible to modification and alternative forms, representative embodiments of which are shown by way of example in the drawings and will hereinafter be described in detail. The inventive aspects of the present disclosure are not limited to the specific forms disclosed. On the contrary, the present disclosure is intended to cover modifications, equivalents, combinations, and alternatives falling within the scope of the present disclosure as defined by the appended claims.
Detailed Description
Referring to the drawings, wherein like reference numerals refer to the same or similar parts throughout the several views. An electric powertrain 10 including a multi-battery cell system 11 is shown in fig. 1, exemplary embodiments of which are presented in greater detail in fig. 5 and 6. The electrodynamic assembly 10 includes at least two three-way/two-way contactors 40, representative embodiments of which are depicted in fig. 3 and 4 and described below, to achieve mutually exclusive series and parallel battery connections within the scope of the present disclosure.
The electric powertrain 10 may be used as part of a motor vehicle 20 having a body 200. In such an embodiment, the body 200 is connected to a set of wheels 14F and 14R, wherein the suffixes "F" and "R" in this case refer to the corresponding drive axles 14A F And 4A R Is provided on the drive shaft 14A of the wheels 14F and 14R, respectively F And 4A R And (3) upper part. The motor vehicle 20 may alternatively be implemented as a ship, an aircraft, a rail vehicle, a robot, or other mobile platform, and thus the present teachings are not limited to vehicle applications in general or motor vehicles in particular.
The motor vehicle 20 is shown in Direct Current Fast Charge (DCFC) operation. During such operation, multi-battery cell system 11 is electrically connected to off-board DCFC station 30 via vehicle charging port 200C coupled to battery system 11 within motor vehicle 20. The battery system 11 of the present disclosure uses a plurality of battery packs, two such battery packs being shown in the non-limiting exemplary embodiments of fig. 5 and 6 as respective first and second battery packs 12A and 12B. The battery system 11 may be variously embodied as multi-cell ions, zinc air, nickel hydrogen, or other suitable battery chemistry configurations without limitation.
The exemplary power architecture described herein enables improved utilization of charging voltages from DCFC station 30 at different charging voltage levels, where the charging voltages are abbreviated as "V CH ". For example, in some embodiments, the motor vehicle 20 may be propelled at a lower first voltage level of approximately 400-500V, and then automatically reconfigured during a charging operation to receive a charging voltage (V) at a higher second voltage level CH ). In an exemplary dual battery configuration, the higher second voltage level is twice the lower first voltage level, e.g., where each of the battery packs 12A and 12BAnd in an exemplary embodiment 800-1000V with a corresponding voltage capacity of about 400-500V. Other voltages are conceivable for different applications, wherein the term "high voltage" is thus relative to the application. For example, assuming an auxiliary/low voltage level of 12-15V, the term "high voltage" may require a voltage level of 18V or higher, with actual propulsion applications typically 60V or higher up to and including 400V or higher per battery as described above. In any or all contemplated embodiments, the three-way/two-way contactor 40 of fig. 3 and 4 operates within the framework to reduce instances of electrical failure, reduce the number of parts, and provide a variety of other advantages as described below.
As will be appreciated by those of ordinary skill in the art, the various propulsion modes implemented by the architecture described herein may include all-wheel drive ("AWD"), front-wheel drive ("FWD"), or rear-wheel drive ("RWD"), depending on available battery power, control configuration, and other related mechanical and electrical factors. Similarly, the present teachings can be used to achieve independent propulsion of the wheels 14R at the rear of the motor vehicle 20 relative to each other, i.e., the left/driver-side wheels 14R and the right/passenger-side wheels 14R can be independently powered by the electric powertrain 10.
Although the present teachings do not preclude propulsion at higher/combined voltage levels of the first and second battery packs 12A and 12B operating in a series battery configuration, such a configuration would require a special high voltage configuration of the various power electronics components, motors, power inverters, and other propulsion components connected to the battery system 11, and thus the present disclosure focuses on the more practical implementation of parallel propulsion modes described below. The charging occurs at a higher/series combined or a lower/parallel combined voltage level, e.g., depending on the maximum charging voltage available from the charging station 30.
In fig. 1, charging port 200C is internally connected to a DC charging connector (not shown) of battery system 11/coupled to battery system 11, wherein charging port 200C is connected to charging station 30 using a length of high voltage charging cable 30C. Although not depicted in fig. 1, it is known in the art that the terminal end of charging cable 30C configured to connect to charging port 200C may embody SAE J1772 or other suitable charging connector. However, the present teachings are independent of the particular charging criteria ultimately employed in DCFC operation, and thus the above examples are merely illustrative.
Referring briefly to fig. 2, an electronic control unit or controller (C) 50 is configured to control ongoing power flow and charging operations on the motor vehicle 20 or other mobile system of fig. 1. The controller 50 communicates with the various controlled components of the electric powertrain (ePT) 10 via an appropriate communication framework and protocol, such as a Controller Area Network (CAN) bus. The controller 50 is configured to receive input signals (arrow CC) from sensors or other control units (not shown) of the motor vehicle 20 IN ) And/or communicate therewith in response to an input signal (arrow CC IN ) Execute the computer readable code/instructions 100 and output the various signals as corresponding signals to the electromotive force assembly 10, the battery system 11, or the DCFC station 30 (arrow CC) 10 Arrow CC 11 And arrow CC 30 ). As will be appreciated by one of ordinary skill in the art, the controller 50 may also receive a charge feedback signal (arrow CC) from the DCFC station 30 during ongoing charging operations 50 ）。
In the broad range of possible operations, the input signal (arrow CC IN ) A wide range of relevant control and feedback values may be included, such as temperature, commanded and estimated operating speed, required charge power, current state of charge, etc. In response, the controller 50 may transmit various control/output signals (arrow CC as described above 10 And arrow CC 11 ) To ensure that the electro-motive force assembly 10 will be front and/or rear torque (arrow T F And T RF 、T RR ) Assigned to the front and/or rear axle 14A F Or 14A R Or to a separate wheel 14F or 14R connected thereto.
Thus, the reception of the signal (arrow CC 10 And arrow CC 11 ) Causing one or more (i.e., n) motor-generator units (MGUn) to generate an indicated torque (arrow T) F 、T RF 、T RR ) The motorThe generator units (MGUn) are each coupled to a Rechargeable Energy Storage System (RESS), i.e. a multi-battery cell system 11, via a respective power inverter module (PIMn). As understood in the art, the motor-generator unit (MGUn) may be configured as a high voltage electric traction or propulsion motor, for example, a multi-phase/Alternating Current (AC) traction motor having a concentric stator and rotor (not shown), wherein the rotor is directly or indirectly connected to one or more of the wheels 14F and/or 14R.
The controller 50 includes a processor (P) and a memory (M) in terms of constituting a hardware configuration. The memory (M) comprises a tangible non-transitory memory, such as a read only memory, whether optical, magnetic, flash or other. The controller 50 also includes random access memory, electrically erasable programmable read only memory, and the like, as well as high speed clock, analog to digital and digital to analog circuitry, and input/output circuits and devices, as well as appropriate signal conditioning and buffer circuitry, to employ a sufficient amount. The controller 50 is programmed to execute the instructions 100 during the charging and propulsion modes, which, as described above, includes performing the switch control operations of the specific switches described below with reference to fig. 4 and 5.
Referring to fig. 3, mutually exclusive series and parallel battery configurations are built into the example architecture of fig. 5 and 6 or other circuitry, portions of which use two or three two-way/two-way contactors 40 and 140 (fig. 5), or three such contactors 40, 140, and 240 (fig. 6), with the differences in reference numerals being merely for clarity purposes to reflect different mounting locations within the battery system 11. Accordingly, the contactor 40 of fig. 3 represents the contactors 140 and 240 described below. When configured and used as set forth herein, the contactor 40 eliminates the possibility of certain common electrical failure modes (such as contact fusion) within the multi-cell battery system 11. In addition, the total number of switches required to establish critical circuit connections within the battery system 11 is reduced relative to a simple binary switch having two terminals, with a total of eight high voltage switches shown in fig. 5 and a total of nine switches shown in fig. 6, where "high voltage" means that the voltage level significantly exceeds the typical 12-15V auxiliary level.
As represented in the schematic diagram of fig. 3, the three-way/two-position contactor 40 includes three electrical terminals 41 disposed within a contactor housing 42, wherein the electrical terminals 41 are labeled 41 (1), 41 (2), and 41 (3) to indicate different respective positions within the housing 42. A movable contactor arm 43 is arranged within the housing 42 and is controlled during switching operation of the battery system 11 to pivot or move (arrow BB) between a series battery configuration (S-Config) in which the terminal 41 (1) is connected to the terminal 41 (2) via the contactor arm 43, and a parallel battery configuration (P-Config) in which the terminal 41 (1) is connected to the terminal 41 (3) via the contactor arm 43. Thus, the battery current (arrow AA) flowing through the contactor 40 during the series battery configuration is conducted along a circuit path leading from the electrical terminal 41 (1) (i.e., the base terminal), through the contactor 40, through the electrical terminal 41 (2), and out to the remaining circuitry of the battery system 11, as shown in fig. 5 and 6. Thus, the separate locations of the electrical terminals 41 (2) and 41 (3) physically preclude their interconnection via the contactor arm 43.
As will be appreciated by those of ordinary skill in the art, automotive and other operations require high voltage electrical components to be sufficiently robust, wherein the housing (e.g., housing 42 of fig. 3) prevents ingress of water, dirt, and debris, and is capable of reliably and reproducibly performing the desired functions in a high pressure operating environment. For example, the materials of construction for the electrical terminals 41 (1), 41 (2), and 41 (3) and the contactor arm 43 may be sealed to prevent oxidation, arcing, and the like.
An exemplary automotive grade embodiment of a three-way/two-way contactor 40 is depicted in fig. 4. In this embodiment, the housing 42 includes a base 49 defining the through-hole 45 and having a planar lower surface 44 that together facilitate securely mounting the contactor 40 to a planar substrate, for example, within the multi-battery cell system 11 of the present disclosure. The cylindrical or other application-suitable shaped contact body 46 contains and protects the electrical terminals 41 (1), 41 (2), and 41 (3) and associated conductors therein, which may protrude from the base 49. The contactor body 46 may be connected to an end cap 47, which end cap 47 is in turn secured to the contactor body 46 by a set of fasteners 48. The position of the fastener 48 may coincide with the electrical terminals 41 (1), 41 (2), and 41 (3) housed within the housing 42.
Referring to fig. 5, the three-way/two-way contactor 40 of fig. 3 and 4 is used as part of the multi-battery cell system 11 to establish mutually exclusive series and parallel connections (i.e., corresponding S-and P-configurations) of the first and second battery packs 12A and 12B as described above, and to exclude a fusion contact failure mode that may result in a limp-home mode or in some cases a stop of driving operation. In other words, it is not possible for a given structure and function of the contactor 40 to pass battery current (arrow AA of fig. 3) through both electrical terminals 41 (2) and 41 (3) simultaneously. As a further benefit, the use of a single contactor 40 at the indicated location in fig. 5 reduces the number of total voltage switches in the battery system 11 to as few as eight (fig. 5), with an alternative nine-switch embodiment using three contactors 40 shown in fig. 6 as an alternative approach.
The multi-battery cell system 11 of the electric powertrain 10, which functions as a Rechargeable Energy Storage System (RESS), includes respective first and second battery packs 12A (BattA) and 12B (BattB) disposed between and connected to the positive (+) and negative (-) rails 35P and 35N of the high voltage bus bar. The battery packs 12A and 12B have corresponding positive (+) and negative (-) battery electrode terminals 13P and 13N and power the electrical loads 52 and/or 152 together or alone.
Representative electrical loads 52 and 152 may include one or more high voltage devices such as, but not limited to, one or more power inverter modules 54A, 54B, and/or 54C, integrated power electronics (IEC) 55, air Conditioning Electric Compressor (ACEC) 56, cabin Electric Heater (CEH) 57, one or more on-board charging modules (OBCM) 58 and 158, and DC-DC converter 59. When using OBCM 158 (OBCM 2), for example, to selectively increase the charge rate/decrease the charge time, OBCM switches 60 and 160 coupled to positive and negative bus rails 35P and 35N may be used to selectively connect or disconnect OBCM 158 as desired.
With respect to the power inverter modules 54A-54C, the illustrated embodiment of the present battery system 11 implements various powertrain configurations to power coupled mechanical loads, in this case, for example, to power the front wheels 14F of FIG. 1 in a front wheel drive or all wheel drive mode, or to transmit power to the rear wheels 14R in a rear wheel drive or AWD mode. The configuration of fig. 4 enables the left and right rear wheels 14R, 14R to be powered separately or independently when powering the rear wheels 14R. In such an embodiment, power inverter module 54A functions as a Left Power Inverter Module (LPIM) and power inverter module 54B functions as a Right Power Inverter Module (RPIM), each of which is connected to a respective rotating electrical machine (MGUn of fig. 2) as part of an overall electrical load 52 and/or 152.
As will be appreciated, the operation of the various power inverter modules 54A, 54B, and 54C utilizes high-speed switching operations of IGBTs, MOSFETs, and/or other suitable application wafers of semiconductor switches that each have an ON/OFF (ON/OFF) state controlled by the controller 50 via Pulse Width Modulation (PWM), pulse Density Modulation (PDM), or another switching control technique. Similarly, an auxiliary power module, such as a DC-DC converter 59, is operable to reduce the supply voltage from a level present on the high voltage DC bus. Auxiliary voltage level batteries (not shown) and other devices may also be connected to the battery system 11 in a fully implemented manner, wherein such devices are omitted from fig. 5 for simplicity of illustration.
The respective first and second battery packs 12A and 12B have respective cell stacks 120A and 120B, as described above, wherein the particular configuration and battery chemistry of the cell stacks 120A and 120B is application specific. The upper and lower groups 64U and 64L of high voltage switches are used to selectively connect/disconnect the electrical load 52 in a particular combination depending on the current or requested mode of operation. Similarly, the electrical load 152 shown at the right distal end of fig. 5 is selectively connected/disconnected via upper and lower sets 164U and 164L of switches.
For simplicity of illustration, the various switches of fig. 3, 5, and 6 are schematically depicted. In various embodiments, the switch may be configured as an electromechanical switch, such as a contactor or relay, that operates in response to a generated magnetic field to block the flow of current in a particular direction. Alternatively, the switch may be configured to apply a suitable solid state switch or relay, for example a semiconductor switch such as an IGBT or MOSFET.
With respect to the respective upper and lower switches 64U and 64L of the first battery pack 12A, the individual upper switches 64U controlled herein include switches SA1 and SA3 and a precharge switch PCA. The precharge switch PCA is electrically connected in series with the precharge resistor RA and to the positive electrode terminal 13P of the first battery pack 12A, wherein "PC" represents a precharge function as explained below. The upper and lower switches 164U and 164L of the second battery pack 12B are similarly configured and labeled, i.e., as another contactor 40, switch SB3, and precharge switch PCB forming upper switch 164U and switch SB2 forming lower switch 164U. The lower switch 64L and the upper switch 164U include the three-way/two-way contactor 40 described above with reference to fig. 3 and 4, respectively.
In the circuit topology illustrated in fig. 5, therefore, the upper and lower switches 64U, 64L, 164U, and 164L are a plurality of high voltage switches that are collectively configured to selectively interconnect the first battery pack 12A and the second battery pack 12B in either a series battery arrangement or a parallel battery arrangement during a series battery mode of operation and a parallel battery mode of operation, respectively. In the embodiment of fig. 5, the high voltage switch comprises a pair of three-way/two-way contactors 40, each having a series connection position and a parallel connection position as shown in fig. 3, wherein the positions correspond to respective S-configured and P-configured modes of operation of the battery system 11.
As depicted in fig. 5, the first three-way/two-way contactor 40 is disposed between the first battery pack 12A and the negative bus rail 35N. A second three-way/two-way contactor 140 of the same configuration as the contactor 40 mentioned above is disposed between the second battery pack 12B and the positive bus rail 35P. In the series battery configuration, according to the table 70 of fig. 7 as described below, the base contactor terminal 41 (1) (see fig. 3) of the first contactor 40 located within the first battery pack 12A is connected to the corresponding contactor terminal 41 (2) of the second contactor 40 in the second battery pack 12B. In the parallel battery configuration, the same contactor terminal 41 (1) of the first contactor 40 is disconnected from the corresponding contactor terminal 41 (2) of the second contactor 40 within the second battery pack 12B.
The multi-battery cell system 11 may also include a DC charging coupler 65, shown at the top of fig. 5, configured to connect the battery system 11 to an off-board DC charging station (DCFC) 30 (see fig. 1) during a predetermined DC quick charge event. In such an embodiment, the upper switch 64U of fig. 5 may include a precharge switch PCA, i.e., a 2-way/2-bit switch, disposed between the first battery pack 12A and the positive bus rail 35P. As shown, the upper switch 64U may also include a first way/2-bit switch SA1 arranged in parallel with the precharge switch PCA, and a second 2 way/2-bit switch SA3 arranged between the first battery pack 12A and the DC charging coupler 65.
In the embodiment illustrated in fig. 5, the plurality of high voltage switches may also include an additional precharge switch, i.e., PCB, disposed between the second battery pack 12B and the positive bus rail 35P in parallel with the three-way/two-way contactor 40. The third two-way/two-way switch SB2 is disposed between the second battery pack 12B and the negative bus rail 35N. In this embodiment, the fourth two-way/two-way switch SB3 connects the DC charging coupling 65 to the negative battery electrode terminal 13N of the second battery pack 12B, including the pair of three-way/two-way contactors 40, which includes a total of eight high-voltage switches.
As described above, the ON/OFF states of the eight high voltage switches are individually controlled by the controller 50 of fig. 2, which controller 50 is in turn coupled to the high voltage switches and configured to respond to the battery mode selection signal (input signal arrow CC of fig. 2 IN To selectively switch the pair of three-way/two-way contactors 40 from a series configuration to a parallel configuration, or vice versa. The mutually exclusive switch-to-switch configuration and function of the contactor 40 thus makes it impossible to short either of the first or second battery packs 12A and 12B.
Referring briefly to table 70 of fig. 7, the ON/OFF (X) and OFF/ON (O) states of the various high voltage switches described above are described in table 70, and the states of the precharge switches PCA and PCB are omitted for brevity. When the electromotive force assembly 10 of fig. 1 is in PSA ("propulsion system active") mode, i.e., the multi-battery cell system 11 is not charged by passing through the DCFC station 30, the switches SA1 and SB2 are commanded to close (X), and the switches SA3 and SB3 are commanded to open (O). Both three-way/two-way contactors 40 and 140 are provided in the parallel battery configuration of fig. 3, i.e., the electrical terminals 41 (1) and 41 (3) are connected ("1-3") to each other such that the battery current (arrow AA) of fig. 3 flows from the base electrical terminal 41 (1) to the electrical terminal 41 (3).
During the DCFC process, wherein multi-stack battery system 11 is charged at a higher voltage in a series-cell configuration (DCFC-S), respective first and second stacks 12A and 12B are connected in series by the indicated switch state. That is, switches SA1 and SB2 are open, switches SA3 and SB3 are closed (X), and three-way/two-way contactors 40 and 140 are commanded to a series battery configuration, wherein base electrical terminal 41 (1) is connected to electrical terminal 41 (2), allowing the battery current (arrow AA) of fig. 3 to flow from terminal 41 (1) to terminal 41 (2), i.e., "1-2" as identified in fig. 7.
Similarly, when multi-cell battery system 11 is charged in a parallel configuration (DCFC-P) with a lower single-cell battery voltage, the respective first and second battery packs 12A and 12B are connected in parallel by the indicated switch states. In this case, switches SA1, SA3, SB2, and SB3 remain closed, and three-way/two-way contactors 40 and 140 simply command a parallel battery configuration in which electrical terminal 41 (1) is connected to electrical terminal 41 (3), allowing the battery current (arrow AA) of FIG. 3 to flow from terminal 41 (1) to terminal 41 (3), i.e., "1-2".
Referring briefly to fig. 6, the eight-switch configuration of the multi-battery cell system 11 of fig. 5 may be modified to include a third three-way/two-way contactor 240 between the respective first and second battery packs 12A and 12B. The resulting nine-switch embodiment can be used to provide similar series and parallel control options as well as failure mode protection. In this alternative embodiment, when the respective first and second battery packs 12A and 12B are placed in series, the electrical terminals 41 (1) and 41 (2) of the contactor 240 are connected together, the terminal 41 (1) of the contactor 240 is connected to the terminal 41 (2) of the contactor 140 within the second battery pack 12B, and the terminal 41 (2) of the contactor 240 is connected to the negative bus rail 35N. In the parallel mode, the terminals 41 (1) and 41 (3) of the contactor 240 are connected to each other.
As will be appreciated by those of ordinary skill in the art, the above-described circuit topologies may be used with electric vehicles and other systems having increased high power charging requirements. With a conventional DC fast charge infrastructure, typically on the order of 300-500V, the multi-battery cell system of the present disclosure is able to use two or more battery packs, such as first and second battery packs 12A and 12B, to provide FWD, RWD, or AWD propulsion capabilities for the motor vehicle 20 of fig. 1 as needed, where both conventional charging or high power charging is optional, and also retains the ability to power connected loads during charging.
In this context, the use of three-way/two-way contactors 40 and 140 (fig. 5) or 40, 140 and 240 (fig. 6) facilitates reliable fault tolerant switching between parallel and series modes to implement charging or propulsion at lower or higher voltage levels, respectively. The mutually exclusive series and parallel positions of fig. 2 in such a topology thus eliminates the connection of the electrical terminals 41 (2) and 41 (3), thereby reducing possible failure modes within the battery system 11. These and other potential benefits will be apparent to those skilled in the art upon review of the foregoing disclosure.
While some of the best modes and other embodiments have been described in detail, there are numerous alternative designs and embodiments for practicing the teachings defined in the appended claims. Those skilled in the art will recognize that modifications may be made to the disclosed embodiments without departing from the scope of the disclosure. Moreover, the present concepts expressly include combinations and subcombinations of the described elements and features. The detailed description and drawings are supportive and descriptive of the present teachings, wherein the scope of the present teachings is limited only by the claims.
Claims (11)
1. A battery system, comprising:
a voltage bus having a positive bus rail and a negative bus rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are arranged between and connected to the positive bus rail and the negative bus rail; and
a plurality of switches collectively configured to selectively interconnect the first and second battery packs in a series battery configuration or a parallel battery configuration, wherein the plurality of switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the series battery configuration and the parallel battery configuration, respectively,
Wherein the three-way/two-way contactor pair includes a third three-way/two-way contactor disposed between the first battery pack and the negative bus rail and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail,
the battery system also includes a DC charging coupler configured to connect the battery system to an off-board DC quick charging station during a predetermined DC quick charging event,
wherein the plurality of switches includes a two-way/two-way precharge switch disposed between the first battery pack and the positive bus rail, a first two-way/two-way switch disposed in parallel with the precharge switch, and a second two-way/two-way switch disposed between the first battery pack and the DC charging coupling,
wherein the plurality of switches includes an additional precharge switch disposed between the second battery pack and the positive bus rail and disposed in parallel with the third three-way/two-way contactor, a third two-way/two-way switch disposed between the second battery pack and the negative bus rail, and a fourth two-way/two-way switch connecting the direct current charging coupling to a negative battery electrode terminal of the second battery pack,
Wherein the three-way/two-way contactor pair further comprises a third three-way/two-way contactor between the first battery pack and the second battery pack for providing series and parallel control options and fault mode protection.
2. The battery system according to claim 1, wherein when the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively, the electrical terminal of the first three-way/two-way contactor is connected to or disconnected from the electrical terminal of the corresponding second three-way/two-way contactor.
3. The battery system of claim 1, wherein the plurality of switches includes a total of eight of the switches, including the pair of three-way/two-way contactors.
4. The battery system of claim 1, further comprising a controller coupled to the switch and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position or to selectively transition the pair of three-way/two-way contactors from the parallel connection position to the series connection position in response to a battery mode selection signal.
5. The battery system of claim 1, wherein the first and second battery packs each have a corresponding battery pack voltage of at least 400-500V such that the battery system in the series battery configuration has a voltage capacity of 800-1000V or higher.
6. An electrodynamic assembly, comprising:
an electrical load;
a battery system is provided with:
a voltage bus including a positive bus rail and a negative bus rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are each disposed between and connected to the positive bus rail and the negative bus rail; and
a plurality of switches collectively configured to selectively interconnect the first and second battery packs in a series battery configuration or a parallel battery configuration, wherein the switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the series battery configuration and the parallel battery configuration, respectively; and
a controller coupled to the plurality of switches and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position or to selectively transition the pair of three-way/two-way contactors from the parallel connection position to the series connection position in response to a battery mode selection signal,
Wherein the pair of three-way/two-way contactors includes a third three-way/two-way contactor disposed between the first battery pack and the negative bus rail, and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail,
the electric powertrain further includes a DC charging coupling configured to connect the battery system to an off-board charging station during a DC rapid charging event,
wherein the plurality of switches includes a first precharge switch disposed between the first battery pack and the positive bus rail, a first switch disposed in parallel with the first precharge switch, and a second switch disposed between the first battery pack and the direct current charging coupling,
wherein the plurality of switches includes an additional precharge switch disposed between the second battery pack and the positive bus rail and disposed in parallel with the third three-way/two-way contactor, a third switch disposed between the second battery pack and the negative bus rail, and a fourth switch connecting the direct current charging coupling to a negative battery electrode terminal of the second battery pack,
Wherein the three-way/two-way contactor pair further comprises a third three-way/two-way contactor between the first battery pack and the second battery pack for providing series and parallel control options and fault mode protection.
7. The electric powertrain of claim 6, wherein the electrical load includes at least one power inverter module and a corresponding multi-phase motor.
8. The electric powertrain of claim 7, wherein the at least one power inverter module includes a first power inverter module and a second power inverter module, and the corresponding multi-phase motor includes a first motor connected to the first power inverter module and a second motor connected to the second power inverter module.
9. An electric powertrain according to claim 6, wherein the electrical terminals of the first three-way/two-way contactor are connected to or disconnected from the electrical terminals of the corresponding second three-way/two-way contactor when the first and second three-way/two-way contactors are in the series connection position and the parallel connection position, respectively.
10. The electromotive force assembly of claim 6, wherein the plurality of switches comprises a total of eight switches, including the pair of three-way/two-way contactors.
11. A motor vehicle, comprising:
a vehicle body;
a set of wheels coupled to the body;
an electrical load comprising a power inverter module and a multi-phase motor connected to one or more of the power inverter module and the wheels;
a multi-battery cell system connectable to the electrical load, comprising:
a dc charging coupler configured to connect to an off-board dc quick charging station during a dc quick charging event;
a direct voltage busbar having a positive busbar rail and a negative busbar rail;
a first battery pack;
a second battery pack, wherein the first battery pack and the second battery pack are arranged between the positive bus rail and the negative bus rail; and
a plurality of switches configured to selectively interconnect the first and second battery packs to or from the electrical load in a series battery configuration or a parallel battery configuration, wherein the plurality of switches comprise a pair of three-way/two-way contactors, each having a series connection position and a parallel connection position corresponding to the series battery configuration and the parallel battery configuration, respectively; and
A controller coupled to the plurality of switches and configured to selectively transition the pair of three-way/two-way contactors from the series connection position to the parallel connection position or to selectively transition the pair of three-way/two-way contactors from the parallel connection position to the series connection position in response to a battery mode selection signal,
wherein the pair of three-way/two-way contactors includes a third three-way/two-way contactor disposed between the first battery pack and the negative bus rail, and a second three-way/two-way contactor disposed between the second battery pack and the positive bus rail, and wherein when the first three-way/two-way contactor and the second three-way/two-way contactor are in the series connection position and the parallel connection position, respectively, the respective electrical terminals of the first three-way/two-way contactor and the second three-way/two-way contactor are connected to each other or disconnected from each other,
wherein the plurality of switches includes a two-way/two-way precharge switch disposed between the first battery pack and the positive bus rail, a first two-way/two-way switch disposed in parallel with the precharge switch, and a second two-way/two-way switch disposed between the first battery pack and the DC charging coupling,
Wherein the plurality of switches includes an additional precharge switch disposed between the second battery pack and the positive bus rail and disposed in parallel with the third three-way/two-way contactor, a third two-way/two-way switch disposed between the second battery pack and the negative bus rail, and a fourth two-way/two-way switch connecting the direct current charging coupling to a negative battery electrode terminal of the second battery pack,
wherein the three-way/two-way contactor pair further comprises a third three-way/two-way contactor between the first battery pack and the second battery pack for providing series and parallel control options and fault mode protection.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US17/035,993 US11708008B2 (en) | 2020-09-29 | 2020-09-29 | Electric powertrain with multi-pack battery system and mutually-exclusive 3-way contactor |
| US17/035993 | 2020-09-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114312480A CN114312480A (en) | 2022-04-12 |
| CN114312480B true CN114312480B (en) | 2024-04-12 |
Family
ID=80624527
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110512608.2A Active CN114312480B (en) | 2020-09-29 | 2021-05-11 | Electrodynamic assembly with multiple battery cell system and mutually exclusive three-way contactor |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US11708008B2 (en) |
| CN (1) | CN114312480B (en) |
| DE (1) | DE102021110334A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11548397B2 (en) * | 2020-09-29 | 2023-01-10 | GM Global Technology Operations LLC | Electric powertrain with battery system having a three-state high-voltage contactor |
| DE102021130389A1 (en) | 2021-11-19 | 2023-05-25 | Elringklinger Ag | High-voltage battery storage |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202405823U (en) * | 2011-12-27 | 2012-08-29 | 青岛海霸能源集团有限公司 | Battery pack in parallel charging and serial discharge and electrical appliance using same |
| CN105576738A (en) * | 2014-10-30 | 2016-05-11 | 福特全球技术公司 | Bus pre-charge with vehicle power converter |
| CN205768708U (en) * | 2016-07-20 | 2016-12-07 | 中国重汽集团济南动力有限公司 | A kind of parallel electrokinetic cell system |
| CN107851521A (en) * | 2015-07-23 | 2018-03-27 | 布鲁解决方案公司 | The electric power system and electric vehicle of re-configurable capacitive energy storage device, integrated described device |
| CN110071536A (en) * | 2018-01-23 | 2019-07-30 | 丰田自动车株式会社 | Battery system |
| CN110875616A (en) * | 2018-09-04 | 2020-03-10 | 通用汽车环球科技运作有限责任公司 | Self-balancing switch control for dual battery rechargeable energy storage systems |
| CN111605428A (en) * | 2019-02-26 | 2020-09-01 | 福特全球技术公司 | Pre-charging for DC fast charging |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10330834A1 (en) | 2003-07-08 | 2005-02-03 | Cooper Crouse-Hinds Gmbh | Method and device for supplying at least one load |
| JP4162645B2 (en) | 2004-10-05 | 2008-10-08 | 三洋電機株式会社 | Power supply for vehicle |
| EP3356188B1 (en) | 2015-09-30 | 2020-09-02 | Relectrify Pty Ltd | Battery system |
| GB2556914A (en) * | 2016-11-25 | 2018-06-13 | Dyson Technology Ltd | Battery system |
| US10850725B2 (en) | 2017-12-08 | 2020-12-01 | Ford Global Technologies, Llc | Vehicles with modular parallel high voltage batteries |
| JP6958379B2 (en) | 2018-01-19 | 2021-11-02 | トヨタ自動車株式会社 | Battery system |
| US10500980B2 (en) * | 2018-03-14 | 2019-12-10 | GM Global Technology Operations LLC | Modular battery pack system with series and parallel charging and propulsion modes |
| US11362524B2 (en) * | 2020-02-17 | 2022-06-14 | GM Global Technology Operations LLC | Battery system and a method for use in the battery system |
-
2020
- 2020-09-29 US US17/035,993 patent/US11708008B2/en active Active
-
2021
- 2021-04-22 DE DE102021110334.7A patent/DE102021110334A1/en active Pending
- 2021-05-11 CN CN202110512608.2A patent/CN114312480B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202405823U (en) * | 2011-12-27 | 2012-08-29 | 青岛海霸能源集团有限公司 | Battery pack in parallel charging and serial discharge and electrical appliance using same |
| CN105576738A (en) * | 2014-10-30 | 2016-05-11 | 福特全球技术公司 | Bus pre-charge with vehicle power converter |
| CN107851521A (en) * | 2015-07-23 | 2018-03-27 | 布鲁解决方案公司 | The electric power system and electric vehicle of re-configurable capacitive energy storage device, integrated described device |
| CN205768708U (en) * | 2016-07-20 | 2016-12-07 | 中国重汽集团济南动力有限公司 | A kind of parallel electrokinetic cell system |
| CN110071536A (en) * | 2018-01-23 | 2019-07-30 | 丰田自动车株式会社 | Battery system |
| CN110875616A (en) * | 2018-09-04 | 2020-03-10 | 通用汽车环球科技运作有限责任公司 | Self-balancing switch control for dual battery rechargeable energy storage systems |
| CN111605428A (en) * | 2019-02-26 | 2020-09-01 | 福特全球技术公司 | Pre-charging for DC fast charging |
Also Published As
| Publication number | Publication date |
|---|---|
| US11708008B2 (en) | 2023-07-25 |
| US20220097563A1 (en) | 2022-03-31 |
| CN114312480A (en) | 2022-04-12 |
| DE102021110334A1 (en) | 2022-03-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110271451B (en) | Modular battery system with series and parallel charging and propulsion modes | |
| US11358486B2 (en) | Electric powertrain with multi-pack battery system | |
| US9783037B2 (en) | Vehicle | |
| US11511632B2 (en) | Electric powertrain with battery system having multi-pole high-voltage contactor | |
| CN110816300B (en) | Vehicle and electrical system with dual battery module | |
| CN110065402B (en) | Vehicle with a steering wheel | |
| US11362524B2 (en) | Battery system and a method for use in the battery system | |
| WO2012132178A1 (en) | Battery system, electric vehicle, mobile body, power storage device, and power source device | |
| CN114312480B (en) | Electrodynamic assembly with multiple battery cell system and mutually exclusive three-way contactor | |
| CN113199963A (en) | Adaptive fast charging of multiple groups of battery systems in a mobile platform with dual charging ports | |
| CN112154080B (en) | System and method for supplying electric energy to a mining vehicle and mining vehicle | |
| US20190359074A1 (en) | Power supply system for vehicle | |
| EP3974239A1 (en) | Electric power supply system comprising a first and a second battery in a vehicle | |
| IT201900001099A1 (en) | GROUP AND METHOD OF CHARGING AND POWER SUPPLY FOR AN ELECTRIC VEHICLE, AND ELECTRIC VEHICLE INCLUDING THE CHARGING AND POWER UNIT | |
| WO2012133706A1 (en) | Power supply system, power supply device, and vehicle equipped with power supply system or power supply device | |
| JP2019161721A (en) | Vehicular power supply system | |
| US20210114473A1 (en) | An electric propulsion system for a vehicle | |
| CN114312355B (en) | Electric drive train having a battery system with tri-state high voltage contactors | |
| CN116215307A (en) | Battery control assembly for battery system and electric drive train of electric vehicle | |
| CN117096965A (en) | Split-phase bidirectional vehicle charger | |
| US11091041B1 (en) | Electric system for a motor vehicle comprising a switching matrix, and motor vehicle | |
| CN114475286A (en) | Multi-voltage electrical architecture for an electric vehicle | |
| CN118219881A (en) | Charging drive integrated system for electric automobile and electric automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |